Today's Message Index:
----------------------
1. 02:27 AM - Re: Re: Aircraft Spruce update (Kevin Horton)
2. 04:23 AM - Re: I've sworn off purge valve installations (kahuna)
3. 06:28 AM - Re: Re: pilot's family awarded $10.5M (Chuck Jensen)
4. 06:48 AM - API FI-101 Class (was: I've sworn off purge valve installations) (Dwight Frye)
5. 07:38 AM - Re: I've sworn off purge valve installations ()
6. 08:28 AM - Re: Re: pilot's family awarded $10.5M (Bob Collins)
7. 09:45 AM - AFP Purge Valve Safety Spring (Charles Brame)
8. 09:52 AM - Re: Re: pilot's family awarded $10.5M (Richard Dudley)
9. 10:00 AM - Re: AFP Purge Valve Safety Spring (Ralph E. Capen)
10. 10:38 AM - Re: AFP Purge Valve Safety Spring (Terry Watson)
11. 11:46 AM - Re: AFP Purge Valve Safety Spring (Phil Birkelbach)
12. 12:48 PM - Re: AFP Purge Valve Safety Spring (Stewart, Michael (ISS Atlanta))
13. 01:15 PM - AFP Purge Valve Safety Spring (James H Nelson)
14. 01:18 PM - Re: Re: pilot's family awarded $10.5M (Tracy Crook)
15. 02:22 PM - Polarized Sun Glasses: Was Off Topic: GPS for Cars (PHILLIP BARKER)
16. 03:46 PM - RV-4 Tail Kit Advise (Tom & Cathy Ervin)
17. 05:15 PM - Fuel Injection System (Robert Savage)
18. 05:15 PM - Re: RV-4 Tail Kit Advise (JOHN STARN)
19. 05:17 PM - Re: Polarized Sun Glasses: Was Off Topic: GPS for Cars (Ken Arnold)
20. 05:36 PM - Re: Polarized Sun Glasses: Was Off Topic: GPS for Cars (Tim Olson)
21. 05:44 PM - RV7A Transition Training (Chuck & Deanna Schieffer)
22. 05:48 PM - Re: RV-4 Tail Kit Advise (Doug Weiler)
23. 05:51 PM - Re: Pilot's family awarded $10.5M (Larry James)
24. 06:14 PM - Re: Polarized Sun Glasses: Was Off Topic: GPS for Cars (Walter Tondu)
25. 06:14 PM - OFF TOPIC - CAD Work Needed (Bill VonDane)
26. 06:17 PM - Re: RV7A Transition Training (Dan Checkoway)
27. 06:40 PM - Partially assembled RV-6A Kit for sale (Joseph Larson)
28. 06:49 PM - Re: RV-4 Tail Kit Advise (HalBenjamin@aol.com)
29. 06:50 PM - Re: RV7A Transition Training (Walter Tondu)
30. 06:50 PM - Re: Fuel Injection System (Kevin Horton)
31. 07:40 PM - Re: Fuel Injection System (Dan Checkoway)
32. 07:52 PM - Re: RV7A Transition Training (Reuven Silberman)
33. 08:05 PM - Re: OFF TOPIC - CAD Work Needed (Bill VonDane)
34. 08:10 PM - Re: RV-4 Tail Kit Advise (gordon or marge)
35. 09:31 PM - 3.7 lb, 600 cranking amp, 11.5 A-hr battery (DEAN PSIROPOULOS)
Message 1
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| Subject: | Re: Aircraft Spruce update |
Matt certainly felt legitimately persecuted at the time. Imagine you
are a small business owner who gets served a law suit from a big
company, when you have done nothing wrong. You've got two choices,
and neither are good - roll over and do what they want, at a
considerable cost, or fight the law suit, at a considerable cost.
Not good.
The only reason for the law suit was that JPI decided that they
wanted to produce a fuel flow system, and they liked the name that
Matt had chosen several years earlier. JPI chose to use the pressure
of an expensive law suit to try to force Matt to sell them the name
Fuel Scan. There was a furor of bad publicity, anti-JPI web pages
created by RV builders, and letters and e-mails to JPI. They
eventually woke up and decided to offer to purchase the name from
Matt, rather than try to steal it via a law suit.
Kevin Horton
On 7 Feb 2007, at 24:11, Steven DiNieri wrote:
> <capsteve@adelphia.net>
>
> Thats very interesting. In monitoring the list for the last couple
> years
> I've never caught wind of a payoff... I guess thats good for matt,
> but I've
> been prejudiced against jpi for heavy handed tactics, and if in
> fact they
> paid well for they're concerns, I need to reevaluate my defense of the
> "persecuted"....steve
> 40205
>
>
>> -----Original Message-----
>> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>> server@matronics.com] On Behalf Of Bruce Gray
>> Sent: Tuesday, February 06, 2007 5:29 PM
>> To: rv-list@matronics.com
>> Subject: RE: RV-List: Re: Aircraft Spruce update
>>
>>
>> In defense of JPI, they PAID Matt well into 5 figures for the name
>> change.
>>
>> Bruce
>> www.glasair.org
>>
>>
>> -----Original Message-----
>> From: owner-rv-list-server@matronics.com
>> [mailto:owner-rv-list-server@matronics.com] On Behalf Of RV Builder
>> (Michael
>> Sausen)
>> Sent: Tuesday, February 06, 2007 5:10 PM
>> To: rv-list@matronics.com
>> Subject: RE: RV-List: Re: Aircraft Spruce update
>>
>>
>> <rvbuilder@sausen.net>
>>
>> Let's not forget that VM is now JPI. Mention the Matronics list
>> to them
>> and they may sue you for something. One of the EFIS systems I am
>> seriously considering is the OP Technologies. The biggest
>> shortcoming
>> with OP is they use JPI for their engine monitoring.
>>
>> -----Original Message-----
>> From: owner-rv-list-server@matronics.com
>> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Joseph
>> Larson
>> Sent: Tuesday, February 06, 2007 3:31 PM
>> To: rv-list@matronics.com
>> Subject: Re: RV-List: Re: Aircraft Spruce update
>>
>>
>> Someone ALWAYS answers the sales phone. Call that number then tell
>> the sales person the problem. THEN tell him that all your friends
>> know the situation you're having with Vision Microsystems and they're
>> all wondering if it's going to be resolved, as several of them are
>> building planes of their own and need to decide what equipment they
>> wish to install.
>>
>> I bet the sales person gets to the bottom of it in a big kind of
>> hurry.
>>
>> If that doesn't work, try again, but get in touch with the sales
>> manager and tell him that you've been talking about this problem on
>> the Matronics RV mailing list with other builders.
>>
>> Look, the tech support guys don't care if the company gets bad press
>> and a bad reputation. But you can bet the sales manager does, and
>> he's in a position to do something about bad customer service.
>>
>> As a last step, call their main line. Ask for the name of the
>> company president. Get all the info on him they'll give you -- name,
>> phone number, email, whatever. Then take whatever steps you can to
>> tell him about your problem.
>>
>> If none of those work, then none of us should ever even consider
>> doing business with the company again. If the sales manager and
>> company president can't get a customer service issue solved, then
>> clearly the company is in major trouble.
>>
>> If I think the tech support department is doing their job, I give
>> them some time to work on it. But if I've given a company the kind
>> of money you paid to Vision Microsystems, then I expect the product
>> to work. And if the product doesn't work, I expect a solution the
>> same week. If they can't provide that (because you found an actual
>> flaw in the product, not just a bad part), they should at least be
>> able to tell you so and tell you they're working on a solution --
>> then keep you in the loop. There's nothing wrong with contacting the
>> guy at the top and voicing displeasure with the service department.
>> You paid them a lot of money for working equipment, and they haven't
>> delivered.
>>
>> But stay polite. You want to seem like the most reasonable person on
>> the planet, not the most upset. If you come across as reasonable AND
>> upset, that tells them, "Hey, if this reasonable guy is this upset,
>> we're really screwing up."
>>
>> Company presidents HATE getting phone calls from dissatisfied
>> customers. They always do something about it.
>>
>> -J
>>
>> On Feb 6, 2007, at 2:37 PM, Tim Bryan wrote:
>>
>>>
>>> Wow, this is impressive. Why can't other venders get how important
>>> customer
>>> service is? I have been struggling to get a bad component replaced
>>> for my
>>> Vision Microsystems unit for over 4 months. They had me send it to
>>> them and
>>> now I don't even have the bad one. I can't even get my calls
>>> returned. JPI
>>> will not provide me another name or number to get results.
>>>
>>> Jim Irwin, Thanks for caring
>>> Tim
>>> Do Not Archive
>>>
>>>> -----Original Message-----
>>>> From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-
>>>> server@matronics.com] On Behalf Of Aircraft Spruce Info
>>>> Sent: Tuesday, February 06, 2007 1:15 PM
>>>> To: rv-list@matronics.com
>>>> Subject: RV-List: Re: Aircraft Spruce update
>>>>
>>>> <info@aircraftspruce.com>
>>>>
>>>> We have reviewed some of the recent postings in response to one
>>>> that was
>>>> critical of Aircraft Spruce, and we want to thank those who posted
>>>> some
>>>> very nice comments on the good experiences they have had in
>>>> dealing with
>>>> Aircraft Spruce over the years....we appreciate your business and
>>>> your
>>>> support.
>>>>
>>>> These comments were in response to a former customer's posting
>>>> regarding a
>>>> custom panel quote and some short cut 4130 steel tubing from
>>>> several years
>>>> ago. On the custom panels, Aircraft Spruce went into partnership
>>>> with
>>>> Advantage Avionics several years ago and all panel quotes and
>>>> panel work
>>>> are now handled by Advantage Avionics. They are custom panel
>>>> specialists
>>>> and do excellent work. I have responded to our former customer to
>>>> apologize for our not being able to meet the quotation he received
>>>> from
>>>> our competitor on the custom panel, and for the problem he had
>>>> with the
>>>> tubing. Mistakes can happen, but it is our responsibility to
>>>> quickly
>>>> resolve them for out customers, and in the case of the tubing, we
>>>> apparently did not. We're not perfect, but we will keep providing
>>>> the
>>>> best service we possibly can for our customers.
>>>>
>>>> Jim Irwin
>>>> President, Aircraft Spruce
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=93267#93267
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> --
>>
>
> --
>
>
Kevin Horton
Ottawa, Canada
Message 2
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| Subject: | Re: I've sworn off purge valve installations |
Subject changed.
For those that dont know what we are talking about, here is a picture of one.
Hi Don,
THanks for coming to the list to share your thoughts. You have provided us with
some great insight into your design. No disrespect taken here. Ive been a member
of this list for 12 years. No one survives here without leaving their egos
at the door. I hope that you will continue to provide your experience here and
share your thoughts. THere are many smart people here, more than I could count.
And while there is often a lot of useless rhetoric, there are also many posts
that actually save lives. That Im sure of. So if you have a few minutes, lets
look at the design of the purge valve and some design goals. Lets start from
some common ground.
Like you, I am also responsible for the design and implementation of some complicated
devices. Some of which have hundreds of man years of development. Some
of our gismos are used in the battle field where lives are at risk, so from that
perspective we both make things that have high risk implementations. But no
matter how hard my team may work, we still provide the opportunity for our customers
to get themselves into weeds, so to speak. And when they do, we have violated
our prime directive. THat being, "thou shall not let the customer get
into the weeds." Cause when that happens, no one wins no matter the reason. And
when they do, we ask ourselves, "how'd we let them do that?"
Clearly the purge valve provides some very useful benefits. You have taken great
care to "box it up" so to speak so that the customer can bolt it on. But you
also admit that some installations require customers to crack the box open for
a particular installation, requiring them to take positive steps to seal the
box up. This is clearly an opportunity for failure. Several that Im aware of.
IF a customer has to break the safety wire to install, then they are required
to safety it back. If they dont, then there is a strong possibility they can
get themselves into the weeds. I would be interested in knowing from how how many
you are aware of. And when a customer ends up on his back with his kid in
the back seat (N360WS), do you really want to tell him, "Hey your in an experimental
and you didnt read the directions. Sorry there is nothing I can do. Ive
done all I can." I know you don't. And when a customer ends up in the weeds,
has the product failed to meet a design goal? I think it has. Whether or not there
is anything you can do is what Id like for you to consider. Is there another
way? Can you take into consideration all the potential installation options
and still keep your customer from ending up in the weeds with this screw stop?
I believe the design issue may be that the set screw is required to be safety wired
by the installer in some installations. Many customers unmount the valve
from the bracket and break your seal. Could the screw stop be locktighted in place?
Is there any reason why any installation would resuire the user to remove
this screw? Could a small through hole be drilled through the black retaining
plate near the screw and safety wired where no installation would required the
user to break it? Another tab near by? I dont know. Seems worthy of consideration.
What are your thoughts here Don?
We can agree that you have a great product, one that has years of design engineering
built in. We can also agree that customers do dumb things. I know cause
Im one of em. This is not the first mistake Ive made on my plane and it wont be
the last. But would you consider my ideas above and provide yout thoughts for
this dumb customer. Cause even if I never get it Don, someone will. You just
might save a life.
Thanks
Mike
Don wrote:
> Please Michael, do not take this as being disrespectful or as an insult to your
intelligence. But I feel that the record must be corrected here. I am hopefully
not coming off as arrogant but will only list the facts here. First off
Airflow Performance sells a complete Fuel Injection kit for installation on
RV aircraft. In that kit the purge valve and flow divider come as an assembly;
flow tested pressure tested, lock wired and oil flushed. We have process sheets
that control the assembly process, and the lock wire sign off is part of
that sheet. I believe if you look back on your build record for the RV-6A there
are pictures of the purge valve flow divider assembly bolted to the engine.
It clearly shows the assembly lock wired. There are instances that customers
want to install our purge valve on other fuel-injected installation not using
Airflow Performance equipment; this is the customers choice. In this case the
customer is responsible for fabricating their own brackets and mounting hardware.
The purge valve has mounting holes for brackets on the housing, there
is a tag, which says LOCK WIRE THIS SCREW, on the purge valve stop screw warning
to lock wire the screw after assembly and the installation, and operation manual
has the following warnings in it:
>
> In the manual supplied with the purge valve:
>
> . .Lock wire all hard ware. Make sure to lock wire the stop screw.
>
> In the Appendix in the manual:
> WARNING
> Failure to lock wire the stop screw holding the purge valve in the housing, will
result in immediate engine stoppage if the screw backs out.
>
> Again here, as stated in the Installation and Service Manual Rev.E:
>
> OPERATION OF THE INSTALLED SYSTEM
>
> 2-2. There are many factors affecting satisfactory fuel injection operation in
service, which cannot be addressed regarding the design of the fuel controller
alone. A recognition of these requirements regarding fuel tanks, fuel lines,
fuel pumps, fuel pressure requirements, controls, air induction inlet, intake
manifold design, and the operation and maneuvers the aircraft will be subjected
to, must be evaluated if the fuel injection system is to function successfully
in the airplane. It is up to the owner/installer to use proper and approved
aircraft installation and fabrication techniques. Airflow Performance recommends
using AC-4313-2B as a guide for approved methods and techniques for installing
components on aircraft installations.
>
> I dont know what else we can do to insure that proper installation and maintenance
techniques are used. You are, after all, building an Experimental Aircraft
there is no type certificate, which controls the components installed on the
aircraft. Thats the beauty of this category. But of course this puts more
responsibility on the builder.
>
> Michael, you stated:
> I would respectfully recommend that he find a way to ship the valve with the
screws safety'd already, like the rest of his system. The flow divider and fuel
servo both come all wired up and ready to bolt on, but not the purge valve.
Leaving this up to the installer can lead to a failure to do so. With many things
on an airplane, this cant be avoided. But with this purge valve, I think
it can be done simply. How many accidents do we need before it changes from dumb
user error, to design change? Giving the user a chance to fail, where it can
be avoided, does not sound like good practice.
>
> Well, to answer the first part of your statement, the assembly in the kit is
lock wired. To the second part of the statement, I believe we have to the best
of our ability informed the customer of the need to lock wire the stop screw.
And in some of the instances when the factory installed lock wire was removed
for one reason or another it was not reinstalled. Hopefully the person removing
this lock wire had enough presence of mind to re-lock wire parts that he/she
disassembles and reassembled. Its not any different than lock wiring oil
filters, oil drain plugs, propeller bolts, making sure the spark plugs are torqued
and your seat belts and harness are on when you take off. Its all about
the details.
>
> But, if you take the analogy further, maybe the experimental kit market should
not sell kits that have to be assembled. Is the RV-nose gear in need of design
change, if it would fail if you hit a pothole? Should the control stick in
an aircraft be welded in instead of bolted in the event the bolt would fall
out or is not installed? (This has happened). Should there be cotter pins on
the nut that holds the throttle lever on the fuel injector throttle shaft or
should there be a lock nut? The cotter pin could not be installed or the lock
nut could have no running torque. The debate goes on and on. I guess what Im
saying here is yes we the manufactures are responsible to have sound engineering
behind their products. Since this is an experimental category, you as the
builder have the right to assemble, modify or do whatever. Where I have a problem
is when people disregard the proven track record of a product, with millions
of flight hours accumulated, to say that the design is defective or needs
to have a design change because the original design intent has not been met
or the device has been used, abused or incorrect maintenance practices have been
used. All of us operating experimental aircraft, myself included have the
responsibility to insure to the best of our ability that our aircraft are safe
to fly. Doing your own maintenance, modifications or for that matter building
your own flying machine is highly rewarding and an accomplishment not taken
lightly. Lets face it. Flying is dangerous, but we need to evaluate the risks
and be responsible to operate the aircraft in a safe, legal manner. This was
the basis of the experimental movement when I got involved back in the 1960s.
Experimental aircraft give us a lot of freedom; one way to be able to exercise
that freedom is to be responsible.
>
> I need to get off the soapbox.
>
> Yes Dan we are having Fuel Injection 101 classes at our facility the 2007 dates
are March 2-4 and November 2-4.
[img][/img][img][/img]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=93400#93400
Message 3
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| Subject: | Re: pilot's family awarded $10.5M |
Interesting read, particularly the Judges observation of the Jurors and
being able to judge the state of mind of the Jurors as they heard
conflicting, emotional and inflammatory evidence. If the Judge is this
capable of reading the Juror's minds, I wonder why he had them bother
deliberate, since he must have already known the outcome...kind of like
those fortune tellers who get in a car wreck--makes you wonder?
I would hope that the EAA and NWEAA lawyers made an extensive argument
that they were not passing the buck to the Arlington Fire Department and
that in fact, it was the most professionally trained, equipped and able
group available to provide this service and that it was reasonable to
rely on the city Fire and Rescue squad to provide Fire and Rescue
services. It would have been different if they'd contract with Joe Smoo
who had a pick up truck with a 50 gallon drum of water and a 20' hose.
Hopefully, the EAA and NWEAA will have picked up clues from the Judge's
writings and allow them to better tailor their arguments on appeal, even
if they may not be allowed to raise new ones. Finally, the Judge's
comment that he would have coached Corbitt's attorneys to go after the
EAA because of their deep pockets. The Judge seemed to be able to read
the Juror's minds, I'm starting to wonder if maybe I can read the
Judge's mind!!!
To my untrained eye, its not exactly "home cooking" but the stove was
warm. Fortunately, in our legal system, that's what Appeals Courts are
for--to remove the home field advantage.
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob Collins
Sent: Tuesday, February 06, 2007 7:57 PM
Subject: RV-List: Re: pilot's family awarded $10.5M
An update on the story following this morning's hearing can be found
here
(http://rvhotline.expercraft.com/articles/2007/eaa_court_motion_result.h
tml).
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=93345#93345
Message 4
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| Subject: | API FI-101 Class (was: I've sworn off purge valve installations) |
On Tue Feb 6 11:23:09 2007, Dan Checkoway wrote :
>Pretty sure Don actually used to offer "Fuel Injection 101" classes.
>The http://www.airflowperformance.com web site has an online thing for
>it, but I coulda sworn he held occasional weekend classes at their
>facility in the past. Don't quote me on that...
Don already chimed in confirming that a classes were still an ongoing
activity at AirFlow, and the upcoming dates. I want to chime in and say
what a _fantastic_ _deal_ the class is.
I had long ago decided to go with the API FI system for my RV, and yet
knew I was totally ignorant about FI systems. I hate being ignorant. :)
I eventually signed up for Don's class and headed down to sunny beautiful
Spartanburg, SC (I live in NC) for the weekend class. It was -great-.
Don covers FI basics, covers the details of the API system. For Bendix
FI users he also touches on those areas where the Bendix FI system is
different. (Note that API is a FAA certified Bendix overhaul center, so
they do know the Bendix technology ... never mind Don's past life as a
Bendix employee). You get to see parts. You get to see how all the pieces
play together. You get an idea of how pressure is "used up" through the
system. You get to learn that a flow divider isn't just a fancy manifold.
You get a up-close feel for the elegant engineering that goes into these
units. You get a sense of the dedication that goes into the product and
which is behind the whole organization. Along with classroom time you get
to spend hands-on time in their assembly and calibration area. You get to
-see- the units working on their test benches, and can get a real feel for
exactly how these puppies work.
Never mind that they -feed- you too. After class every night Don fired
up the grill out behind the hanger and we all sat around eating and
talking airplane-stuff for a few more hours.
Oh ... and yeah ... I came away a LOT less ignorant about FI systems, so
that goal was accomplished too. :) I speak only as a happy customer, and
can't possibly recommend the class (or AirFlow Performance in general)
strongly enough. Go. Particularly if you know -nothing- about FI systems
... go to the class. Its a winner.
-- Dwight
Message 5
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| Subject: | Re: I've sworn off purge valve installations |
I believe Dan is still offering the classes. I flew my RV-8 to Airflow Performance
last year and had Don balance my injectors. For $300 no fewer than three
of Don's technicians and/or Don himself worked with me and my airplane for over
4 hours to dial in the injectors, conduct 3 test flights, give me a tour of
their facility and tell me everything I ever wanted to know about fuel injection.
I'm sure Don's classes are full of great information as he is extremely
knowledgeable, but for my money the education I got while getting my injectors
balanced was like having a personal tutor in a lab class. Outstanding!
Ron Schreck
RV-8, "Miss Izzy"
Gold Hill Airpark, NC
> Pretty sure Don actually used to offer "Fuel >Injection 101" classes.
> The http://www.airflowperformance.com web site has >an online thing for
> it, but I coulda sworn he held occasional weekend >classes at their
> facility in the past. Don't quote me on that...
> do not archive
> )_( Dan
----- Original Message -----
From: Gerry Filby
To: rv-list@matronics.com
Sent: Tuesday, February 06, 2007 7:37 AM
Subject: Re: RV-List: Re: I've sworn off purge valve installations
Excellent info ... I'd bet there'd be a lot of interest if Don put
together a talk on the system ... there's got to be a fair sized number
of installations out there at this point ...
g
Message 6
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| Subject: | Re: pilot's family awarded $10.5M |
> services. It would have been different if they'd contract
> with Joe Smoo who had a pick up truck with a 50 gallon drum
> of water and a 20' hose.
You know I was thinking about this as I was driving home last night. I
didn't see any indication that ANY of the first responders testified in this
case. Now, they may have; I just didn't see any indication or reference to
the fact they did. Given that there was testimony that they were rather
slow...hooked up the hose to the wrong line, waited to put all their
equipment on etc. (note: I'm not saying they did; I'm just saying that
that's what one side said they did), I wonder why the EAA didn't put someone
from the fire department on to say exactly what they did? Especially since
the city had immunity in the case.
> To my untrained eye, its not exactly "home cooking" but the
> stove was warm. Fortunately, in our legal system, that's
> what Appeals Courts are for--to remove the home field advantage.
I like the chances in the appeals process.
Do not archive
Message 7
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| Subject: | AFP Purge Valve Safety Spring |
Interesting discussion on purge valves. No problems with my AFP Purge
Valve and it came with all the screws already safety wired.
I worry about the valve cutoff arm inadvertently closing during
flight resulting in an engine shut down. I've connected the arm to
the cockpit with a Bowden cable which locks in "Run" position.
However, I worry what would happen if the cable breaks or comes loose
at the control arm. The solution seems to be a spring that would hold
the arm to the "Run" position.
Has anybody installed such a safety spring and how did you arrange it?
Charlie Brame
RV-6A N11CB
San Antonio
Message 8
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| Subject: | Re: pilot's family awarded $10.5M |
I am bothered by the outcome of this litigation for another reason. It
seems to set a precedent that could affect any fly-in. Pilots are often
invited fly-ins large or small, sponsored by individuals, fly-in
communities, clubs, EAA Chapters or whatever. Many (possibly most) small
airports do not have manned emergency equipment located on the field
24/7. Certainly, typical airparks do not have EMTs and manned fire
equipment on the field. Will the result of this litigation now imply
that any invited gathering of aircraft require contracted emergency
equipment and personnel that meet some arbitrary response standards to
be present during all aircraft movements?
Puzzled
Richard Dudley
Bob Collins wrote:
>
>
>
>>services. It would have been different if they'd contract
>>with Joe Smoo who had a pick up truck with a 50 gallon drum
>>of water and a 20' hose.
>>
>>
>
>You know I was thinking about this as I was driving home last night. I
>didn't see any indication that ANY of the first responders testified in this
>case. Now, they may have; I just didn't see any indication or reference to
>the fact they did. Given that there was testimony that they were rather
>slow...hooked up the hose to the wrong line, waited to put all their
>equipment on etc. (note: I'm not saying they did; I'm just saying that
>that's what one side said they did), I wonder why the EAA didn't put someone
>from the fire department on to say exactly what they did? Especially since
>the city had immunity in the case.
>
>
>
>>To my untrained eye, its not exactly "home cooking" but the
>>stove was warm. Fortunately, in our legal system, that's
>>what Appeals Courts are for--to remove the home field advantage.
>>
>>
>
>I like the chances in the appeals process.
>
>Do not archive
>
>
>
>
Message 9
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| Subject: | Re: AFP Purge Valve Safety Spring |
I saw a photo of one on someone's - forgot who's...IIRC the purge valve was mounted
vertically.
They described the spring just as you have .....
Now I need to find it too - and check my safety wire.....
-----Original Message-----
>From: Charles Brame <chasb@satx.rr.com>
>Sent: Feb 7, 2007 12:41 PM
>To: RV-List RV-List <rv-list@matronics.com>
>Subject: RV-List: AFP Purge Valve Safety Spring
>
>
>Interesting discussion on purge valves. No problems with my AFP Purge
>Valve and it came with all the screws already safety wired.
>
> I worry about the valve cutoff arm inadvertently closing during
>flight resulting in an engine shut down. I've connected the arm to
>the cockpit with a Bowden cable which locks in "Run" position.
>However, I worry what would happen if the cable breaks or comes loose
>at the control arm. The solution seems to be a spring that would hold
>the arm to the "Run" position.
>
>Has anybody installed such a safety spring and how did you arrange it?
>
>Charlie Brame
>RV-6A N11CB
>San Antonio
>
>
Message 10
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| Subject: | AFP Purge Valve Safety Spring |
Charlie,
I ran a spring from where the control wire connects to the arm on the purge
valve to the baffle for the same reason you cite. It seems to work fine, but
I haven't started the engine yet.
Terry
RV-8A
Seattle
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Charles Brame
Sent: Wednesday, February 07, 2007 9:42 AM
Subject: RV-List: AFP Purge Valve Safety Spring
Interesting discussion on purge valves. No problems with my AFP Purge
Valve and it came with all the screws already safety wired.
I worry about the valve cutoff arm inadvertently closing during
flight resulting in an engine shut down. I've connected the arm to
the cockpit with a Bowden cable which locks in "Run" position.
However, I worry what would happen if the cable breaks or comes loose
at the control arm. The solution seems to be a spring that would hold
the arm to the "Run" position.
Has anybody installed such a safety spring and how did you arrange it?
Charlie Brame
RV-6A N11CB
San Antonio
Message 11
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| Subject: | Re: AFP Purge Valve Safety Spring |
This is how I did mine. 100+ hours and all is well.
http://www.myrv7.com/viewimage.php?pictureid=503
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
Charles Brame wrote:
>
> Interesting discussion on purge valves. No problems with my AFP Purge
> Valve and it came with all the screws already safety wired.
>
> I worry about the valve cutoff arm inadvertently closing during
> flight resulting in an engine shut down. I've connected the arm to
> the cockpit with a Bowden cable which locks in "Run" position.
> However, I worry what would happen if the cable breaks or comes loose
> at the control arm. The solution seems to be a spring that would hold
> the arm to the "Run" position.
>
> Has anybody installed such a safety spring and how did you arrange it?
>
> Charlie Brame
> RV-6A N11CB
> San Antonio
>
>
Message 12
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| Subject: | AFP Purge Valve Safety Spring |
Hey Phil,
Am I wrong or is your spring pulling to ICO. Trying to picture how mine
is positioned. When I pull my cable it goes to ico. Push arm away from
cockpit is run. Not sure but that's how I remember it. Mine WAS mounted
similarly to yours.
Just going from vague memory here.
Mike
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Phil Birkelbach
Sent: Wednesday, February 07, 2007 2:45 PM
Subject: Re: RV-List: AFP Purge Valve Safety Spring
This is how I did mine. 100+ hours and all is well.
http://www.myrv7.com/viewimage.php?pictureid=503
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB
http://www.myrv7.com
Charles Brame wrote:
>
> Interesting discussion on purge valves. No problems with my AFP Purge
> Valve and it came with all the screws already safety wired.
>
> I worry about the valve cutoff arm inadvertently closing during
> flight resulting in an engine shut down. I've connected the arm to
> the cockpit with a Bowden cable which locks in "Run" position.
> However, I worry what would happen if the cable breaks or comes loose
> at the control arm. The solution seems to be a spring that would hold
> the arm to the "Run" position.
>
> Has anybody installed such a safety spring and how did you arrange it?
>
> Charlie Brame
> RV-6A N11CB
> San Antonio
>
>
Message 13
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| Subject: | AFP Purge Valve Safety Spring |
Mike,
Mine is the same direction and the spring is correct. It is
pulling to the "run" position. You have to pull against the spring to
get it to the ICO position. I will be putting a spring on also. "JIC".
I'm using Van's standard pull bowden cable like the one provided for
the cabin heat select--
Jim Nelson
Message 14
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| Subject: | Re: pilot's family awarded $10.5M |
I did read your article Bob (pretty good job too) and I was satisfied
that the jury did get the basic facts of the incident.
My point about the jury instructions was that a jury SHOULD NOT NEED
to be told to use their common sense of justice. They should do that
even if it requires them to ignore whatever instructions they were
given. THESE are the instructions that I am concerned that the jury did
not receive.
I'm sure that the lawyers would call this heresy (because this is a
nation of laws, bla, bla, bla....) but again, if this was the absolute
intent of the Founders, a jury would not only be unnecessary, they would
be counterproductive.
There was a reason for having a jury instead of a panel of legal experts
reach a verdict. Ultimately, I don't really care what instructions they
were given. I maintain that this jury failed in their duty to fulfill
that reason.
Tracy Crook
----- Original Message -----
From: Bob Collins<mailto:bcollinsrv7a@comcast.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Tuesday, February 06, 2007 10:19 AM
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
What exactly did you expect the defense team to do when the judge
barred the jury instructions, pull out a gun? It seems to me they're
availing themselves every legal remedy at their disposal; hardly
indicative of incompetence.
and, again, if you read the papers, you'd see that the EAA did, in
fact, argue that Corbitt was the cause of the crash, and you'd also
read that it was the one thing EVERYONE agreed on. However, without the
proper jury instructions -- as I see it -- that point would be
irrelevant.
the chain of events that "start" a persons death don't relieve the
responsibility of others do their job. Otherwise we can all save a lot
of tax money by disbanding our police, medical, and fire teams. A crook
broke into your home? don't call the cops. YOU chose to live there.
Wrap yourself around the tree. Suffer, sucker, you shouldn't have been
out driving.
If you read the papers, you'll see that that the two sides were
talking about two different incidents and it came down to whether (1)
Corbitt was alive when the fire department arrive and (2) whether the
fire department gave rip about #1.
What caused the crash wasn't much of an argument because it wasn't one
of the questions. And in a court of law, unfortunately, the law is what
matters. I suspect the EAA attorneys, simply because they ARE competent,
will have more success before another judge. I also would think
Snohomish County would take another look at a system where several
judges pop in and out of one case. That, to me, is what sunk the EAA in
this case.
When the music stopped, the wrong judge was sitting in the chair.
Do not archive
-------------------------------------------------------------------------
-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
n801bh@netzero.com
Sent: Tuesday, February 06, 2007 8:55 AM
To: rv-list@matronics.com
Subject: RE: RV-List: Re: pilot's family awarded $10.5M
I did read it. my comments were my displeasure for the defense team to
let the judge bar the "Assumed risk" deal. The deceased was flying a
homebuilt experimental plane. They can and WILL kill a human being if
the pilot becomes careless. Any lawyer worth his salt should have
demanded a sidebar till he was blue in the face requesting the jury get
charged with the fact the pilot crashed on his own and started the
whole event. If there is a silver lining one would thing an appeals
court would see this and reverse the award.
off my soapbox and back to test flying my prototype.
do not archive
Well, to the original point, like I said, the EAA team made
credible arguments to have certain instructions (including assumed risk)
put into the instructions to the jury and the judge decided not to. it's
the judge's call. And to the extent "one of those idiots should've
spoken up," I don't know what more I can do. I obtained the motions, I
wrote a long article, I even made both documents available to anyone who
wanted more information. You obviously didn't read any of them. You're
deciding that the legal team was negligent without doing your part to
inform yourself of what they did in the first place. Look, I get the
"whole legal system is broken" reaction. But what's even worse in this
country right now is people not informing themselves when the
information is available, and then acting on their ignorance.
You can get yourself into a few quagmires doing that.Do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "Bob Collins" <bcollinsrv7a@comcast.net> wrote:
Well, to the original point, like I said, the EAA team made credible
arguments to have certain instructions (including assumed risk) put into
the instructions to the jury and the judge decided not to. it's the
judge's call. And to the extent "one of those idiots should've spoken
up," I don't know what more I can do. I obtained the motions, I wrote a
long article, I even made both documents available to anyone who wanted
more information. You obviously didn't read any of them. You're
deciding that the legal team was negligent without doing your part to
inform yourself of what they did in the first place. Look, I get the
"whole legal system is broken" reaction. But what's even worse in this
country right now is people not informing themselves when the
information is available, and then acting on their ignorance.
You can get yourself into a few quagmires doing that.Do not archive
tp://www.matronics.com/Navigator?RV-List
tronics.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
http://www.matronics.com/Navigator?RV-List<http://www.matronics.com/Navig
ator?RV-List>
Message 15
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| Subject: | Polarized Sun Glasses: Was Off Topic: GPS for Cars |
I don't know about problems regarding the canopy, but I have had
difficulty reading some digital readouts. I checked out in a rental
Cessna at the local FBO and found that the nav/com had the plate over
the active frequency polarized one direction and the standby the other.
Through my polarized glasses it looked like the LED display for the
active channel was dead, but as soon as I raised my glasses and looked
again they were lit up fine. The CFI got a little miffed that every
time I needed to change frequencies there was a delay as I pulled my
sun glasses off. He didn't understand the problem, as both displays
looked fine to him and his non-polarized glasses.
>Time: 09:15:38 AM PST US
>From: "Terry Watson" <terry@tcwatson.com>
>Subject: RE: RV-List: Off Topic: GPS for Cars
>
>
>Somewhere over the years I was convinced by someone that polarized
glasses
>were not to be used in the cockpit. The theory was that under certain
>orientations the canopy and the polarization of the glasses could
block all
>or too much light and therefore vision.
>
>Was that all wrong?
Message 16
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| Subject: | RV-4 Tail Kit Advise |
List, I am getting the urge to build an RV-4 to set next to my RV6-A
in the hanger. Since I want to build this one as reasonable as possible
orphaned kits are a good option.
I have located a 1989 Tail Kit with very little done at
an excellent price. Question for RV-4 Builders: Are the 1989 kits less
advanced than the newer ones? RV-4 kits appear to have made fewer
advances.......pre drilled skins....QB, etc? Any reason other than
corrosion to stay away from the 1989 tail kit?
Thanks, Tom in Ohio
Message 17
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| Subject: | Fuel Injection System |
I have been reading with interest all of the postings on purge valves on the
AirFlow Perfromance System. I am getting ready to order an engine for my
RV-7A and I am wondering if there is a consensus on what brand of fuel
injection that I should order. I am looking at either the Silver Hawk EX or
the Airflow Performance system. What are the pro and cons of each?
Thanks,
Bob Savage
_________________________________________________________________
Check out all that glitters with the MSN Entertainment Guide to the Academy
Awards http://movies.msn.com/movies/oscars2007/?icid=ncoscartagline2
Message 18
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| Subject: | Re: RV-4 Tail Kit Advise |
The original RV-4 kits were not & are not available in QB, pre-punched,
pre-marked, pre-aligned, pre-anything, no jigs required....in other
words. YOU measure, build, drill, jig, alignment line, one step up from
plans built. Since you have a 6A, think about a HRII Rocket. Ya take
some -4 parts, some parts from John Harmon, invest in a 540 Lyco as we
did and build an HRII for about the same price as a -4. But you get an
RV-4 on steroids. Since the RV-10 the price of 540's has gone up. When
we build the Rocket they were cheaper than a IO-360. I assume you have
ridden in both the -4 & an HRII.....if not do so as soon as possible. Is
the HRII harder to build than a -4 ?..Yes, a little, but well worth the
extra work. Too bad your in Ohio or we would give a ride in N561FS. I'm
going to post on the Rocket list so watch your e-mail, someone near
ya'll may offer you a ride. I assume you built the -6A so an HRII is
just more of the same and "Mo Better". Do Not Archive KABONG
----- Original Message -----
From: Tom & Cathy Ervin
To: rv-list@matronics.com
Sent: Wednesday, February 07, 2007 3:43 PM
Subject: RV-List: RV-4 Tail Kit Advise
List, I am getting the urge to build an RV-4 to set next to my
RV6-A in the hanger. Since I want to build this one as reasonable as
possible orphaned kits are a good option.
I have located a 1989 Tail Kit with very little done
at an excellent price. Question for RV-4 Builders: Are the 1989 kits
less advanced than the newer ones? RV-4 kits appear to have made fewer
advances.......pre drilled skins....QB, etc? Any reason other than
corrosion to stay away from the 1989 tail kit?
Thanks, Tom in Ohio
Message 19
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| Subject: | Re: Polarized Sun Glasses: Was Off Topic: GPS for Cars |
For what it's worth,
I am told aviator's glasses are not polarized for the purpose of picking up
glare from other aircraft. The polarization often blocks the glare bouncing
off from the plane and consequentially you may not pick up in your visual
scanning. I found that in the pattern, I often have trouble locating other
planes in the pattern and I wear aviator glasses.
Ken Arnold
do not archive
----- Original Message -----
From: "PHILLIP BARKER" <pbarker@hughes.net>
Sent: Wednesday, February 07, 2007 5:20 PM
Subject: RV-List: Polarized Sun Glasses: Was Off Topic: GPS for Cars
>
> I don't know about problems regarding the canopy, but I have had
> difficulty reading some digital readouts. I checked out in a rental
> Cessna at the local FBO and found that the nav/com had the plate over
> the active frequency polarized one direction and the standby the other.
> Through my polarized glasses it looked like the LED display for the
> active channel was dead, but as soon as I raised my glasses and looked
> again they were lit up fine. The CFI got a little miffed that every
> time I needed to change frequencies there was a delay as I pulled my
> sun glasses off. He didn't understand the problem, as both displays
> looked fine to him and his non-polarized glasses.
>
>>Time: 09:15:38 AM PST US
>>From: "Terry Watson" <terry@tcwatson.com>
>>Subject: RE: RV-List: Off Topic: GPS for Cars
>>
>>
>>Somewhere over the years I was convinced by someone that polarized
> glasses
>>were not to be used in the cockpit. The theory was that under certain
>>orientations the canopy and the polarization of the glasses could
> block all
>>or too much light and therefore vision.
>>
>>Was that all wrong?
>
>
>
Message 20
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| Subject: | Re: Polarized Sun Glasses: Was Off Topic: GPS for Cars |
Fly with any of today's glass cockpit EFIS's and graphical
color GPS screens and you'll quickly see why you don't want
polarized glasses. Even the GTX330 transponder can be unreadable
when tipping your head at certain angles. There are multiple items
in my plane that you can get to go black as you tip your head.
With non-polarized glasses, it's no problem. On the upside,
everything in the plane is very readable in sunlight and
a bright cockpit.
Tim Olson - RV-10 N104CD - Flying
do not archive
Ken Arnold wrote:
>
> For what it's worth,
>
> I am told aviator's glasses are not polarized for the purpose of picking
> up glare from other aircraft. The polarization often blocks the glare
> bouncing off from the plane and consequentially you may not pick up in
> your visual scanning. I found that in the pattern, I often have trouble
> locating other planes in the pattern and I wear aviator glasses.
>
> Ken Arnold
>
> do not archive
>
>
>
>
>
> ----- Original Message ----- From: "PHILLIP BARKER" <pbarker@hughes.net>
> To: <rv-list@matronics.com>
> Sent: Wednesday, February 07, 2007 5:20 PM
> Subject: RV-List: Polarized Sun Glasses: Was Off Topic: GPS for Cars
>
>
>>
>> I don't know about problems regarding the canopy, but I have had
>> difficulty reading some digital readouts. I checked out in a rental
>> Cessna at the local FBO and found that the nav/com had the plate over
>> the active frequency polarized one direction and the standby the other.
>> Through my polarized glasses it looked like the LED display for the
>> active channel was dead, but as soon as I raised my glasses and looked
>> again they were lit up fine. The CFI got a little miffed that every
>> time I needed to change frequencies there was a delay as I pulled my
>> sun glasses off. He didn't understand the problem, as both displays
>> looked fine to him and his non-polarized glasses.
>>
>>> Time: 09:15:38 AM PST US
>>> From: "Terry Watson" <terry@tcwatson.com>
>>> Subject: RE: RV-List: Off Topic: GPS for Cars
>>>
>>>
>>> Somewhere over the years I was convinced by someone that polarized
>> glasses
>>> were not to be used in the cockpit. The theory was that under certain
>>> orientations the canopy and the polarization of the glasses could
>> block all
>>> or too much light and therefore vision.
>>>
>>> Was that all wrong?
>>
>>
>>
>>
>>
>
>
>
>
>
Message 21
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| Subject: | RV7A Transition Training |
Dear Listers, I will be needing transition training for my RV7A in the
next several months in the So Cal area. Is anyone available and
licensed to supply this training in this area? Thanks,
Chuck
805-531-9855
Message 22
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| Subject: | Re: RV-4 Tail Kit Advise |
Tom:
My RV-4 was a little newer (bought the tail kit in 1991) but I don=B9t think
there has been any change over the years to the basic kit (no predrilled
skins). One item that I would recommend is that you use .020 thick aluminu
m
skins. The original kit came with .016 thick skins. I originally built
mine with the .016 skins and developed cracks at the stiffener rivet holes
after 40 hours. I rebuilt both elevators and the rudder with .020 skins
(which Van will supply) and also added one stiffener in each panel by
decreasing the stiffener spacing (fortunately I did all this before
painting). I know have 365 hours on the airplane and all is well.
Doug Weiler
Hudson, WI
On 2/7/07 5:43 PM, "Tom & Cathy Ervin" <tcervin@valkyrie.net> wrote:
> List, I am getting the urge to build an RV-4 to set next to my RV6-A
in
> the hanger. Since I want to build this one as reasonable as possible orph
aned
> kits are a good option.
> I have located a 1989 Tail Kit with very little done at a
n
> excellent price. Question for RV-4 Builders: Are the 1989 kits less advan
ced
> than the newer ones? RV-4 kits appear to have made fewer advances.......p
re
> drilled skins....QB, etc? Any reason other than corrosion to stay away fr
om
> the 1989 tail kit?
>
> Thanks, Tom in Ohio
>
>
>
>
Message 23
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| Subject: | re: Pilot's family awarded $10.5M |
Bob,
Thank you for your diligence. Your most recent posting citing Judge Kurtz's
denial for a retrial is most discouraging. Sorry, but it only serves to
deepen my convictions about how our legal system is screwed up. I have not
read anything yet that has swayed me from my original thinking and my
original statement to "lynch the family and lawyers" (figuratively speaking,
of course).
In speaking with a pilot friend who saw the local news coverage of this
incident, Don Corbitt's wife was evidently interviewed and made comments to
the effect that her lawsuit was warranted and would be a service to make
things better .... However anyone wants to frame this; I'll call bullshit
again. The reasoning and actions of Mrs. Corbitt, her lawyers, the judges,
the jurors, and the lawmakers that have allowed this to happen; all make me
so ticked off .... they all seem to be so inept at creating for themselves
whatever they need to be happy that they justify stealing it from someone
else .. and that happens to be me and every other happy productive EAA
member and payer of insurance. Yes, I do hope Mrs. Corbitt and her lawyers
read this .. no vitriol; just plain statements of reason and fact.
Larry E. James
Bellevue, WA
Message 24
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| Subject: | Re: Polarized Sun Glasses: Was Off Topic: GPS for Cars |
On 02/07 7:36, Tim Olson wrote:
> Fly with any of today's glass cockpit EFIS's and graphical
> color GPS screens and you'll quickly see why you don't want
> polarized glasses.
Don't know about other EFIS systems but I routinely fly behind
my GRT EFIS with polarized sun glasses and see the screeen
very well. ymmv.
--
Walter Tondu
http://www.rv7-a.com - Flying!
http://www.evorocket.com - Building
Message 25
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| Subject: | OFF TOPIC - CAD Work Needed |
I need something drawn up in cad... Is there anyone out there that can
help me out?
Thanks!
-Bill VonDane
please contact me off list at bill @ vondane dot com
do not archive
Message 26
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| Subject: | Re: RV7A Transition Training |
Chuck,
Are you on the SoCal-RVlist Yahoo group? That would be a good place to
post this. There are at least two "A" model CFIs in SoCal that I know
of... Mercedes Ratliffe (RV-6A, probably closer to you in 805) and
Reuven Silberman (RV-7A). Go to
http://groups.yahoo.com/group/SoCal-RVlist to join, and I recommend
posting there.
do not archive
)_( Dan
----- Original Message -----
From: Chuck & Deanna Schieffer
To: rv-list@matronics.com
Sent: Wednesday, February 07, 2007 5:43 PM
Subject: RV-List: RV7A Transition Training
Dear Listers, I will be needing transition training for my RV7A in the
next several months in the So Cal area. Is anyone available and
licensed to supply this training in this area? Thanks,
Chuck
805-531-9855
Message 27
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| Subject: | Partially assembled RV-6A Kit for sale |
I have an RV-6A kit partially assembled. The tail feathers are done
except for fiberglass. Wings are almost ready to cover. I have the
fuse kit but have done almost nothing with it. Total invested is
roughly $8k - $9k. Everything purchased for it was purchased between
1994 and 1998. I'd love to get $6k for what I have but would
consider serious offers less than that.
Craftsmanship is what I'd call "average". This is my first project
remotely of this type, and there are imperfections. Construction has
been inspected by Tom Berge and he hasn't said, "What the heck do you
think you're doing building an airplane?" I'll share the
imperfections I know about with an interested buyer. Neither Tom nor
Vans have said the mistakes I've made are horrendous or compromise
the safety of the completed aircraft.
Everything is in my heated garage in St. Paul, Minnesota. I could
arrange shipping, but I don't even know what that would cost. I can
arrange inspections at your convenience. If coming to my home is
difficult, I can take a lot of photos or even do a video tour online.
I'm selling for a variety of reasons. Mostly, I want to start over
with a -7A. I'm not a fast builder, and I think I could get in the
air a lot faster if I started over on a -7A than if I continue with
what I have. If I don't get any buyers, I'll continue plugging along
with what I have. I have too much invested to just walk away from
it, and I definitely intend to get an RV into the air. But if
someone else can pick up from where I left off and I can recoup some
of my investment, then switching to a -7A is the right choice for me.
If you're looking to get into the air fast, I think you're better off
with a modern kit. Similarly, if you have exacting standards and
aren't prepared to fix the mistakes I've made, this isn't the buy for
you.
But if you would like to get a the first 3 subkits of a -6A for less
than the 10-year-old price I paid, this might be a good opportunity.
-Joe Larson
jpl@showpage.org
Cell: 651-235-2578
Email is best way to reach me.
Message 28
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| Subject: | Re: RV-4 Tail Kit Advise |
In a message dated 2/7/2007 6:47:24 P.M. Eastern Standard Time,
tcervin@valkyrie.net writes:
Any reason other than corrosion to stay away from the 1989 tail kit?
The biggest problem with the tail kit is that it often times leads to a wing
kit! But seriously I think you'd be fine with it. You might want to go with
the thicker skins on the rudder & elevators.
Hal Benjamin RV4
Long Island, New York
Finish Kit
Message 29
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| Subject: | Re: RV7A Transition Training |
On 02/07 6:16, Dan Checkoway wrote:
> Are you on the SoCal-RVlist Yahoo group? That would be a good place to
> post this. There are at least two "A" model CFIs in SoCal that I know
> of... Mercedes Ratliffe (RV-6A, probably closer to you in 805) and Reuven
> Silberman (RV-7A). Go to http://groups.yahoo.com/group/SoCal-RVlist to
> join, and I recommend posting there.
Don't forget Son Hoang. I got some last minute training from him
a day or so before first flight. I thought the training was very
good. His information can also be found in the SoCal-RVlist Yahoo group.
Or call me and I will give you his ph. #.
--
Walter Tondu
http://www.rv7-a.com - Flying!
http://www.evorocket.com - Building
Message 30
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| Subject: | Re: Fuel Injection System |
On 7 Feb 2007, at 20:14, Robert Savage wrote:
>
> I have been reading with interest all of the postings on purge
> valves on the AirFlow Perfromance System. I am getting ready to
> order an engine for my RV-7A and I am wondering if there is a
> consensus on what brand of fuel injection that I should order. I
> am looking at either the Silver Hawk EX or the Airflow Performance
> system. What are the pro and cons of each?
They probably both have the same performance and reliability (if
installed in accordance with the installation instructions). But,
the AFP is cheaper to purchase, cheaper to overhaul, and cheaper to
tweak the injectors so all cylinders reach peak EGT at the same fuel
flow.
But, if Van sells any firewall forward stuff for a fuel injected
engine of your type, it will be designed for the Bendix system. You
can expect to have to make airbox mods to match the AFP system, as it
puts the air intake in a bit different place than with a Bendix.
Dozens (hundreds?) of RV builders have successfully done these mods,
so it is doable.
Kevin Horton
Ottawa, Canada
Message 31
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| Subject: | Re: Fuel Injection System |
It's not so "do it yourself" as Kevin implied. Van's actually sells certain
kits for AFP installs specifically. For example:
http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1170905908-136-117&browse=engines&product=fab-vertical
do not archive
)_( Dan
----- Original Message -----
From: "Kevin Horton" <khorton01@rogers.com>
Sent: Wednesday, February 07, 2007 6:50 PM
Subject: Re: RV-List: Fuel Injection System
>
> On 7 Feb 2007, at 20:14, Robert Savage wrote:
>
>>
>> I have been reading with interest all of the postings on purge valves on
>> the AirFlow Perfromance System. I am getting ready to order an engine
>> for my RV-7A and I am wondering if there is a consensus on what brand of
>> fuel injection that I should order. I am looking at either the Silver
>> Hawk EX or the Airflow Performance system. What are the pro and cons of
>> each?
>
> They probably both have the same performance and reliability (if
> installed in accordance with the installation instructions). But, the
> AFP is cheaper to purchase, cheaper to overhaul, and cheaper to tweak the
> injectors so all cylinders reach peak EGT at the same fuel flow.
>
> But, if Van sells any firewall forward stuff for a fuel injected engine
> of your type, it will be designed for the Bendix system. You can expect
> to have to make airbox mods to match the AFP system, as it puts the air
> intake in a bit different place than with a Bendix. Dozens (hundreds?)
> of RV builders have successfully done these mods, so it is doable.
>
> Kevin Horton
> Ottawa, Canada
>
>
>
Message 32
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| Subject: | Re: RV7A Transition Training |
Chuck & Deanna
I am a CFII, RV7A builder and EAA Flight Advisor located at Gillespie Field in
San Diego. Where in SoCal are you located?
Reuven Silberman
RV7A N7WT
Chuck & Deanna Schieffer <cdschieffer@msn.com> wrote: Dear Listers, I will
be needing transition training for my RV7A in the next several months in the
So Cal area. Is anyone available and licensed to supply this training in this
area? Thanks,
Chuck
805-531-9855
"No pressure, no diamonds".
~Thomas Carlyle
Message 33
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| Subject: | Re: OFF TOPIC - CAD Work Needed |
Thanks to all that responded... I found someone to help me out!
-Bill
----- Original Message -----
From: Bill VonDane
To: rv-list@matronics.com
Sent: Wednesday, February 07, 2007 7:13 PM
Subject: OFF TOPIC - CAD Work Needed
I need something drawn up in cad... Is there anyone out there that
can help me out?
Thanks!
-Bill VonDane
please contact me off list at bill @ vondane dot com
do not archive
Message 34
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| Subject: | RV-4 Tail Kit Advise |
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tom & Cathy
Ervin
Sent: Wednesday, February 07, 2007 6:44 PM
Subject: RV-List: RV-4 Tail Kit Advise
List, I am getting the urge to build an RV-4 to set next to my RV6-A
in
the hanger. Since I want to build this one as reasonable as possible
orphaned kits are a good option.
I have located a 1989 Tail Kit with very little done at
an
excellent price. Question for RV-4 Builders: Are the 1989 kits less
advanced
than the newer ones? RV-4 kits appear to have made fewer
advances.......pre
drilled skins....QB, etc? Any reason other than corrosion to stay away
from
the 1989 tail kit?
Thanks, Tom in Ohio
Tom: A call to Van's would tell you if the kits have been changed but
I
doubt if thay have. You don't say what the mission is but you say cost
is
important.
A -4 is great fun but a lightly built one can be even better if
sporting
around is its main purpose. .020" control surface skins are probably
more
durable but
care with the stiffener installation enables .016" skins to perform
well.
The spar is hell for stout and you can even have the pleasure of
building it
yourself if
you like. Check the kit for completeness.
Where are you located in Ohio?
Gordon Comfort
N363GC
Message 35
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| Subject: | 3.7 lb, 600 cranking amp, 11.5 A-hr battery |
Sounds great Bill, let me know when ultra lean, six sigma, manufacturing
processes get the price down to around $50. Then I'll try it:-)
Dean Psiropoulos
RV-6A N197DM
Finishing Wiring, electrical checkout.
>From: Bill Dube <billdube@killacycle.com>
>Subject: RV-List: 3.7 lb, 600 cranking amp, 11.5 A-hr battery
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